Control-valve device.



W. V. TURNER.

CONTROL VALVE DEVICE.

APPLICATION FILED DEC. 3o. 1911.

1,160,468. mente@ Nov. 16, 1915.

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WV. TURNER.

CONTROL VALVE DEVICE. APPLICATION FILED DEC. 30. 191.1.

1,160,468, I Patented Nov. 16, 1915.

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WITNESSES INVENTOR Wwf/Mmc@ @afp/M .cation. f

prima sfr aNr Eric WALTER V. TunNEa or 'Ensnvvoon` rENNsYLVeNIA, iissIcNorv To THE WEsTING- IioUsE ein BRAKE COMPANY, OE rITTsVBUEGH, PENNSYLVANIA, a CORPORATION or :PENNSYLVANIA To all whom t may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States, yresiding at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in- Control-Valve Devices, of which the following isa specifi This invention relates to Huid pressure brakes, and more particularly to a `vcontrol ling valve mechanism'adapted for obtaining a high braking power in service applica tions of the brakes.

In some classes of service, Where it is im portant to maire service stops in the short est possible time, such as suburban traction service, it is highly desirable to bey able to secure braking power considerably greater than can be obtained in service with thev usual standard fluid pressure brake equip ment. Y

In my prior Patent No. 1,011,528, dated December 12, 1911, is shown and described a valve mechanism for accomplishing the above purpose which has a secondl service position to which the valve mechanism moves after the usual equalization of the auxiliary reservoir into the brake cylinder. In this position fluid is supplied to the brake cylinder from an additional `source of fluid pressure in graduatedamounts corresponding With gradual reductions in train pipe pressure below the equalizing point, so

that a much greater bralringpower may be obtained in `service applications of the brakes.

rllhe principal object of my present invention is to provide an improved valve mechy anism of the above character for securing a high degree of braking power'infservice applications of thebralres. l'

In the accompanying drawings, Figure 1 is a sectional diagrammatic vievv of a brake control valver mechanisrnv embodying my improvements, showing the parts in` nor'- mal full release position and Fig. 2 similar view, showing ythe parts in over-reduction service application position.

Ars a preferred construction, I have shown my improvementiapplied to a control .valve device similar to that covered in vmy prior pending application Serial No. 618,218,1filed March 31st, 1911andy comprising a casing 1 containing an equalizing portion 2, release Specification of `Letters Patent.

ooNTnloIi-VALVE DEVICE.

f.; portion 3", application portion 4, emergency portion 5, and quick action portion 6.

'i The equalizing portion 2 comprises a piston-` 7 contained in piston chamber 8 open to ltram pipe passage 9 leading to train pipe @10, and equalizing slide valve 11 and equalizi'ng graduating valve 12 containedy in valve chamber 13v and adapted to be operated by piston 7.

The release portion 3 comprises a piston 14 contained in piston chamber 1:5 open to train pipepassage 9 and `release slide valve. 16 and release graduating valvey 17 contained in valve chamber 1'8 and adapted to be operated by piston 14.

Theapplication portion 4 comprises 'a pisapplication chamber 20 and on the opposite .ide to brake cylinder pressure, an applicaion valve 21' contained irl-valve chamber J2, and an exhaust valve 23 containedin ated by the application' piston 19. l The* emergency portion 5V comprisesadif'- ferentiafl piston having piston heads 25 and 26 'and emergency slide valve 27 adapted to be operatedv by said diiiqerential piston.

y y Patented Nov. 16', 1915. Application' 1edeDeceinber 30, 1911. SeralNo. 668,701.

on 19 subject on' one side to the pressure of Y V valve chamber 24', both valves being oper- The quick'action portion 6 comprises a Y piston 28 and a train pipe vent valve 29 operated thereby for venting fluid from the train pipe.y

Tvvofbralre cylinders-are employed, a` serv- ,ice brake cylinder connected` to pipe 30 and passage31 and an emergency brake cylinder connectedl to pipe 32 andy passage 33. Pressure chamber 34 communicates With passage 35 leading to the seat of slide valve 11, a service reservoir isconnectedvto pipe 36 and passage 37 land an emergency reservoir is connectedcto pipe 38 and passage 39 Open- Inginto emergency valve chamber 40.

Air charged into the train pipe 1'0 flows through passage 9 to piston chamber 8 and alsoto piston chamber 125 and from chamber 15 throughy passage 41,\past check valve 42, andI through port 43` in equalizing slide valve l1 to valve chamber 13.y irfrom chamber 13 flows through ports 54 andV 44 andv passage 45 past check valve 46 to einergency reservoir passage 39 and Vpipe 38 and also past check valve 46 to passa-ge 47 and through cavity 48 in slide valve 11 to passage 49 leading to service reservoir charging valve 50, Air from piston chamber l5 also fioWs through feed groove 51 to valve chamber 18 and thence through passage 52 and cavity -53 in slide valve 11 to passage 55 leading to one side tocharging valve 50 and .Y

also to passage 35 leading to pressure chamber 34. The pressure of fluid in the pres.-V

, then supplied through passage 49, around the chargingvalve'f), to passage 56 vvhich connects With passage 37 leading to the serv ice reservoir pipe 36. y

VIn order to effect `a service application of the brakes, a gradual reduction in train pipe pressure is made, and Without describing the preliminary action of the parts, Which does not concern the present invention,it'may be stated that both pistons 7 and 14 finally assume service application position, in `Which air is supplied to the application chamber 20 through port 57 and passage 58. The application piston 19 is thereupon actuated'to close. the service cylinder exhaust valve 23 andopen the application valve 21 so that fluid is supplied from the service reservoir to the service brake cylinder.V If in making a service application of the brakes the pres sure in the pressure chamber 34 becomesV reduced to the equalizing point by flow to the application chamber, a further reduction in train pipe pressure will not cause a reducf tion in pressure in valve chamber 13 and the Y In this position, port 57 in slide valve 11 equalizing piston 7 then moves out beyond the usual service application position to the over reduction position shovvn in Fig. 2.

kregisters ivith passage V59, leading to thereduction'limiting reservoir 60. Air is 'then vented from valve chamber 13 and pressure chamber 34 to the reduction limiting reservoir 60. When the pressure in valve chamber 13 hasreduced by Vflovv to the reduction reservoir to a point slightly less than the reduced train pipe pressure, the n piston 7 moves the graduating slide valve 12 to close the` port 57. Further Y' reductions in tra-in pipe pressure operate in a similar manner to effect a reduction in pressure in the pressure chamber and valve chamber 13, until the pressure in the pressurechamber equalizes with that in the reduction limiting reservoir, then the parts shift to'emergency position and cause an emergencyv application of the brakes. n y y y y Asy so far described, the operation correspends Vsubstantially with that of thecony struction covered in my prior application,

Serial'llo. 618,218, hereinbefore referred to. According to my present improvement, a second application portion 61 isv provided,

comprising an application piston y62 Vcontained in piston chamber 63, connected by passage 64 to the `reduction limiting reserf voir 60. Thepiston `62 operates an exhaust valve 65 contained in valve chamber 66 and an application valve 67 contained in valve chamber 68 which is connected by passage 69 to a source Vof fluid pressure, such, for example, as thel emergency reservoir, as shovvn in the drawings. A j

Passage 70 leads from the emergency brakeV cylinder pipe 32 to valve chamber 66 so that the application portion 61 controls the admission and release of fiuid to and from the emergency brake cylinder.

In operation, upon an over-reduction in train pipe pressure, the equalizing portion 2 moves out vto the position shown in Fig. 2,

as hereinbefore described, and uid is vented from valve chamber 13 and the pressure chamber 34 to the reduction limiting reservoir 60, but as the limiting reservoir is connected by passage 64 with the piston cham-- ber 63 of the application piston 62, it Will be seen that the same pressure exists on said piston as is admitted to the limiting reservoir. The piston 62 is thusl operated by the pressure of fluid in the limiting reservoir tol close the exhaust valve 65, which valve normally connects the valve chamber 66 and the emergency brake cylinder to exhaust passage 71, and opens the application valve 67 to supply air from the source of pressure, connected to valve chamber 68, to the emergency brake cylinder. VWhen air supplied to the emergency brake cylinder and acting on the inner face of piston '62 equals `or slightly exceeds thev pressure in the reduction limiting reservoir, the application valve is moved to lap position by the piston 62. Y Further movements of the equalizing piston 7 caused by further reductions in train pipe pressure effect increases in pressure inthe limiting reservoir and consey Y preferably'theliniiting vreservoir is of such size as compared with the pressure chamber that the equalizing point is about 60 pounds, v Y

When using 110 pounds train pipe pressure.'

If the train pipe pressure is reduced below the point at Which the above equalization takes place, the release piston 14 is shifted to emergency position, in which passage.V 72 leading to one side of emergency piston-head 26 is connected by cavity 73 in `release slide valve 16 with exhaust port74. 'The emergency portion 5 is thereupon shifted ,to emergency position and the emergency brake cylinder passage 33 is directly connected tothe emergency reservoir through valve chamber y240 andl passage 39. Full equalization of the emergency reservoir into chamber and operated by the initial' admisthe emergency brake cylinder then takes sion of fluid from the pressure chamber to place.

All chambers, reservoirs, and brake cylinto one brake cylinder', and a second applicaders equalizing in emergency position, the tion valve mechanism having an application pressure in the reduction limiting reservoir chamber and operated by a further admisalso r'ises to the iinal equalizing pressure and sion of fluid from the pressure chamber to the application/piston 62 is thus held in open the second application chamber for supplyposition until thelinal equalization of presing fluid to the other brake cylinder to apsures takes place and then the parts move to ply the brakes with increased power. lap position. 4C. In a fluid pressure brake, the combinaln releasing,- the brakes after an over-retion with a train pipe and two brake cylinduction, the service brake cylinder releases ders, of an application valve mechanism as usual and the emergency brake cylinder having `an application chamber, variations releases by way of passage 70 and the eX- in pressure in Whiehoperate the valve mechhaust port 7l controlled by the release valve anism to supply fluid to one brake cylin- 65, it being understood that the reduction der, a second application valve mechanism limiting reservoir 60 and the application having an application chamber variations in piston chamber 63 are connected by passage pressure in which operate the valve mech- 59 through cavity 75 in slide valve l1 with anism to supply iiuid to the other brake exhaust port 76 when the equalizing piston 7 cylinder, and a valve device operated by is shifted to release position. gradual reductions in train pipe pressure it will now be evident that by means of for varying the pressure in one application my improvement, the braking power may chamber and then in the other. be gradually increased to any desired degree 5. In a lluid pressure brake, the combinaabove the usual maximum service braking tion with a train pipe and two brake cylinpower upon reductions in train pipe presders, ot' an application valve mechanism sure below he usual equalizing point. having an application chamber', an increase l/Vhile my improvement is shown applied in pressure in which operates the valve to a control valve mechanism similar to that mechanism to `supply fluid to one brake covered in my prior pending application Sccylinder, a second application valve mechrial No. 61.8218 hereinbeiore referred to, it Vanism having an application chamber, an will be understood that the same may be increase in pressure in which operates to employed in connection with other valve supply fluid'to the other brake cylinder, and mechanisms in which there is an over-reduca valve device subject to the opposing prestion position for venting air to a reduction sures of thetrain pipe and a pressure chamlimiting reservoir. v ber and operating` upon gradual reductions Having now described my invention, what in train pipe pressure to supply fluid from I claim as new and desire to secure by Letj the pressre chamber to one application ters Patent, is y chamberrand then to the other.

l. In a fluid pressure brake, the combina- 6. In a fluid pressure brake, the combination with a train pipe, of a valve device tion with a train pipe and two brake cylinoperating upon gradual reductions in train ders, of an application valve mechanism pipe pressure to the equalizing point for having an application chamber, increase applying the brakes and means operating in pressure in which operates the valve upon a `gradual reduction in train pipe presmechanism to supply fluid to one brake cylinsure below the equalizing point Vfor applyder, a second application valve mechanism ing the brakes with increased power correhaving an application chamber, an increase spending with the amount oi said gradual in pressure in which operates to supply fluid reduction. to the other brake cylinder, and a valve deln a fiuid pressure brake, the combinavice subject to the opposing pressures of the. tion with a train pipe and two brake cylintrainrpipe and a pressure chamber and operders, of a valve device operating` upon ating upon gradual reductions in train pipe gradual reductions intrain pipe pressure to pressure to supply lluid from the pressure the usual equalizing point for supplying chamber to one application chamber to the Huid to one brake cylinder and means operpoint ofV equalization and to then supply ating upon a gradual reduction in train pipe fluid from the pressure chamber to the other pressure below the equalizing point for supapplication chamber to the point of equalplying liuid to the other brake cylinder in ization between the pressure chamber and gradual amounts corresponding with the dethe second application chamber. grec ci reduction in train pipe pressure. I 7. l'n a fluid pressure brake, the combina- 3. ln a fluid pressure brake, the combina-` tion with a train pipe, of an application tion with a train pipe and two brake cylin ivalve mechanism subject to the opposing` ders, of a pressure chamber, an applicationI pressures of a brake cylinder and an apvalve mechanism having an application plication chamber 'for controlling the supthe application chamber for supplying fluid ply of fluid to the brake cylinder, asecond application valve mechanismV subject to the opposing pressures of a brake cylinder 'and an application chamber for controlling the supply of fluid to the brake cylinder, and a valve device operated by gradual reductions in train Apipe pressure for supplying fluid to said application chambers.

8. ln a fluid Vpressure brake, the combinationV with a train pipe and two brake cylinders, of an application valve mechanism subject to the opposing pressures of' an application chamber and one brake cylinder for controlling the supply of fluid to said brake cylinder, a second application valve mechanism subject to the opposing pressures of an application chamber and the other brake cylinder for controlling the supply of fluid to the second brake cylinder, and a valve device operated by gradual reductions in train pipe pressure for supplying fluid to said application chambers.

9 vln a fluid pressure brake, the combination with a train pipe and two brake cylinders, of yan application valve mechanism subject to the yopposing pressures of an vapplication chamber and one brake cylinder for controlling the supply of fluid to saidrbrake cylinder, Va second application valve mechanism subject to the opposing pressures of an application chamber and the other brake cylinder for controlling the supply of fluid to the second brake cylinder, and a valve device subject to the opposing pressures of the train pipe anda pressure chamber and operating upon gradual reductions in train pipe pressure for supplying' fluid from the pressure chamber to one application chamf ber and then to the other.Y

l0. ln a fluid pressure brake, the combination with a 'train pipe and two Vbrake cylinders, of an application valve mechanisin subject to the opposing pressures of an application chamber and one brake cylinder for controlling the supply of fluid to said brake cylinder, a second application valve mechanism subject to the opposing pressures of an application chamber 'and the other brake cylinder for ycontrolling the Y supply of fluid tothe second brake cylinder, and a valve device subjectto the opposing pressures of the train pipe and a pressure chamber and operating upon gradual reductions in train pipepressure for supplying fluid from the pressure chamber tov one ap plication chamber tothe point of equalization between said chambers and forV then Copies of this patent may beobtaned for supplying fluid from the pressure chamber to the other application chamber to the point of equalization between the pressure ghamber and the second application chamel.' Y A 1l. In a fluid pressure brake, thecombination with a train pipefand two brake cylindeis, of-a valve mechanism'operating upon gradual reductions in train pipe pressure to arpredetermined degree for supplying fluid first to one brake cylinder and then upon further gradual reductions to the other brake cylinder in a service application of the brakes.

l. In a fluid pressure brake, the combination with a train.; pipe, of a valve device Ycomprising a piston subject to the opposing pressures of the train pipe and a chamber, a main valve and an auxiliary valve oper-` ated thereby, a reduction limiting reservoir,r said auxiliary valve being operated by said piston upon a reduction in train pipe pressure below the equalizing point for venting fluid from said chamber to the reduction limiting reservoir, and means controlled by the pressure insaid reservoir for applying the brakes with increased power.

i3. In a fluid pressure brake, the combination with Va train pipe, of a valve Ymechanism operated upon gradual reductions in train pipe :pressure down to one predetermined degree to apply the brakes with limited braking power, means operating upon further gradual reductions in train pipe pressure down to another predetermined de grec to apply the brakes Vwith increased power, and vmeans operating upon a ,still further reduction in train pipe pressure to apply the brakes with the maximum power.

14. ln a fluid pressure brake, the combi` nation with a train pipe, of an application valve device for supplying fluid to apply the brakes with limited power, a second application valve device for supplying fluid to apply the brakes with increased power, an emergency valve devicey for supplying fluid to apply the brakes with maximum power, and valve means operated by variations in train pipe pressure for controlling saidapplication valve devices and said emergency valve device. j

T Y L in testimony whereof l have hereunto seiI my hand.

' N ALTER V. TURNER.

Witnesses:y r

, M. CLEMEN'rs,

C. V. MGCJRDY.

five cents each, by addressing the Commssionerlof Patents Washington, D. C. 

